Throttle and starter control mechanism



Dec. 12, 1939. D. COLLINS THROTTLE AND STARTER CONTROL MECHANISM Original Filed Oct. 21, 1931 attorney S m MW w 1 Ma M Q a 0 4 o 7? a i F Patented. Dec. 12, 1939 UNITED STATES PATENT OFFICE THROTTLE AND STARTER CONTROL MECHANISM I Douglas Collins, Salisbury, N. 0.

13' Claims.

My present invention relates to an improved throttle and starter control mechanism for use in connection with internal combustion engines employed for the propulsion of aircraft, watercraft and automotive land vehicles. In carrying out my invention I utilize the usual pedal mechanism or accelerator by means of which the throttle valve or fuel supply valve is controlled, in connection with the starter-motor employed for cranking the engine. I also avail myself of the action of suction, created in the cylinders of the engine when the engine .is running, for rendering inoperative the starter-control device or mechanism.

By the utilization of the throttle control and starter control mechanism of my invention, the usual manual control or pedal control devices now generally employed for closing the circuit of the electric starter-motor, are dispensed with,

0 and the circuit maker or switch of the electricstarter motor, or starting device, is automatically and constantly under control of the fuel supply or throttle control mechanism of the engine.

With the equipment of my invention, the starting of the engine is materially simplified by eliminating the necessity for using the foot in the customary way, to depress the starter knob to close the starter circuit, and the foot is therefore called into service only for the depression of the accelerator or throttle-valve control device. Thus the admission of fuel to the cylinders wand the closing of thecircuit for the startermotor are synchronously controlled by the one movement of the throttle pedal or similar control device for the fuel supply.

The parts comprising my equipment may readily be adjusted to and attached for operation with various types of throttle control mechanism for internal combustion engines, without material alterations or changes in the throttle mechanism now in use, and without interfering with either the pedal control or the existing manual !control devices of the throttle mechanism. By

the use of the attachment of my invention the starter-motor is automatically energized at the instant when the fuel supply is at the proper capacity for insuring the maximum efficiency, for quickest starting.

The exemplified structure in the drawings has been in actual and successful operation in com-' .bination with the throttle control of an internal combustion engine, but it .will be apparent that changes and alterations in the exemplified structure may be made when the device of my inven- 'tion is utilized with other types of throttle control mechanism.

Figure 1 is a conventionalized view in elevation at the carbureter side of an internal combustion engine which is equipped with the device of my 5 invention. 0

Figure 2 is a top plan view, on a reduced scale, 'showing the engine, motor, and throttle control, together with the installation of my invention.

Figure 3 is an enlarged side view, with parts in section, showing the starter control mechanism.

Figure 4 is a detail view partly in section showing the switch lever and its connections.

Figure 5 is a view of the switch lever partly in section.

Figure 6 is a detail sectional view showing the throttle valve of the fuel control mechanism.

I In order that the utility and arrangement of 20 the devise of my invention may readily be understood I have shown in Figures 1 and 2 an internal combustion engine designated as I, having the starter-motor 2 at one side thereof and the carbureter 3 and intake manifold 4 at the opposite .25 side of the engine.

The usual pedal or accelerator foot-lever 5 is indicated at the rear end of the engine and is located ,in position for ready ,access ,of the foot of the driver of an automobile or other vehicle, 30 and this pedal is fixed on and adapted to turn the rock shaft 6, that extends transversely of the engine and'is journaled in front of the inclined board or floor in front of the drivers seat.

A coiled spring I is connected at one end of the 35 pedal, and the other end of the spring is anchored, so that as the pedal is depressed the shaft 6 is turned against the tension of the spring. As the pedal is depressed and the shaft is rocked,

v the throttle or fuel valve of the engine is opened, and when the pedal is released by, the removal therefrom of the foot, the spring returns the rock shaft and pedal to normal position to close the throttle, as is customary.

I utilize the rotary or rocking movement of the rock shaft for operating the starter control device of my invention without in any way inter fering with the performance of the functions 01' the rock shaft and spring for controlling the throttle valve. Thus, the shaftv 8 of the throttle device is turned to open or close the throttle valve'8 by the use of the downwardly extending crank arm 9 at one end of the shaft 6, and the link l0 connects this arm with the throttle lever ll mounted on the shaft 8.

The throttle control mechanism thus described is converted to my use by employing a crank arm l2 mounted rigidly on the other end of the shaft '6 and extending downwardly therefrom. Thus, in the type of engine disclosed in Figure 2, the throttle mechanism is actuated at one side of the engine from the rock shaft, and my starting control mechanism is actuated at the other side of the engine from the same rock shaft, without disturbing or interfering with the functions of the throttle control mechanism.

In connection with the starting control mechanism I employ a flexible and resilient hose (preferably of rubber) as I3, which is connected at l4 to the intake manifold of the engine, and I avail myself of the action of suction, or the tendency toward the formation of a vacuum in the cylinders of the engine and intake manifold for automatic operation of the starter-control device, after the engine is running. In equipping the engine with my starter-control, I preferably employ a housing 15 that is secured, as by screws I6, on the top of the casing for thestarter-motor 2, in front of the crank arm [2, and this arm operates the control device through a push rod ll that is disposed above the starter. At its rear end this rod is pivotally connected to a socket sleeve IS on the free end of the crank arm I2, the pivot being indicated at l9, and the sleeve may be adjusted on the crank arm, and fixed in adjusted position by the use of a set bolt as 20.

The front or forward end of the push rod, is cut away to form a flat longitudinal face 2| that extends from the shoulder or abutment 22 to the free end of the rod, and the rod, at this front end has a loose or floating support in the upper arm 23 of the switch lever 24, which lever is pivoted at 25 in the housing l5, and the latter is slotted at 26 to permit movement of the lever.

The free end of the push rod rests on, and is free to slide back and forth or reciprocate on, the lower wall of a hole or opening 21 in the upper arm 23 of the switch lever, as indicated in Figure 4, and it will be understood that the hole or opening is of sufficient size to permit the full thickness of the rod to slide in the hole.

Above the hole 21 the switch lever is fashioned with a cylindrical suction chamber 28, in which a piston or pin 29 is adapted to reciprocate, and the upward movement of the pin is limited by a constriction 30 in the upper end of the chamber. As shown in Figure 4 the hose I3 is attached over the end of the lever, and itwill be apparent that, when the engine is running, this pin or piston will be elevated to position of Figure 5 by the ac tion of atmospheric pressure and suction, the lat ter from the intake manifold of the engine, and

' the former through hole 21 and into the lower end of the suction chamber beneath the pin 29.

When the engine is not running, and due to the absence of suction in the engine, the pressure above and below the connector pin 29 in the chamber 28, is equalized, and the pin is free to fall by action of gravity to the position of Figure 4, where itslower end is resting on the flat face 2| of the push rod. When the engine is running, and suction is present in the engine, manifold 4, and the suction hose I3, atmospheric pressure through the hole 21 lifts or elevates the connector pin 29 to the position of Figure 5, and in this position of the pin, the entire area of the hole 21 is unobstructed, except for the flattened end of the rod I1, and the latter is free to slide in the opening. Thus, when the engine is not running, the lower end of the connector pin rests on the flat face 2| of the rod, and in the path of movement of the abutment or shoulder 22 of the rod. Therefore, when the pedal 5 is depressed, the rod I1 is projected toward the left in Figures 3 and 4, the abutment or shoulder 22 contacts with the connector pin, and the movement of the rod causes the switch lever 24 to swing on its pivot 25 from full line position of Figure 4 to the dotted line position, and close the starter switch, or circuit maker for the starter 2, thereby starting the engine with the simultaneous feed of fuel to the engine under control of the throttle valve 8.

If the engine, for any cause, stops running, the connector pin drops to position and is ready to render operative the starter control when the throttle control is operated. When the engine is running, the collector pin remains in inoperative position, and the push rod may freely reciprocate as the fuel control is manipulated, without actuating the switch lever.

A pair of anti-friction rollers 3|, of insulated material, are journaled on the free or lower end of the lever 24 within the housing l5, and these rollers rest upon the free end of a resilient conductor plate 32, which performs the function of a spring and holds the rollers against the rear wall of the housing, with the switch lever in up right position and held against accidental displacement.

The spring conductor plate 32 forms the movable blade or contact member of the circuit maker for the motor 2, and the stationary member of the circuit maker is indicated at 33, beneath the free end of the spring blade and in position to receive contact from the blade when the free end of the latter is depressed by the lever, as indicated by dotted lines in Figure 4, to close the motor switch or circuit maker.

At the rear end of the housing, the resilient conductor blade 32 is supported or anchored by a bolt 34 passing through an opening in the blade and a similar opening in the top wall of the housing, and the terminal or connector 35 of the conductor 36 is secured or rigidly clamped on the bolt by means of nuts 31. An insulated lining 38 is provided in the interior of the housing for the resilient conductor plate or blade 32, and suitable insulation is provided at the terminal post or bolt 34.

With the ignition switch of the engine closed in usual manner, and with the parts in position indicated in Figures 3 and 4, the pedal 5 is depressed to rock the shaft 6 and open the throttle valve 8', and this same movement of the rock shaft causes forward movement of the push rod I1. The forward movement of the push rod causes contact of abutment 22 against the connector pin, the switch lever is rocked on its pivot 25, and the conductor blade 32 is depressed into frictional and electrical contact with the stationary member 33, as indicated by dotted lines in Figure 4, thus closing the circuit maker, energizing the electric motor of the starter 2, and thereby cranking the engine. By thus cranking the engine, suction is created in its cylinders, and consequently the connector pin 29 is elevated to position in Figure 5, thus leaving the opening 21 free or unobstructed for freedom of movement of the rounded portion of the push rod.

As is the usual custom with drivers when starting the engine, the pedal 5 is successively depressed and released several times, for the purpose of manipulating the throttle valve 8', and this performance may readily be accomplished without interference with the starter switch lever,

due to the fact that the connector pin is always in disconnected or elevated position. The relative .position of the abutment 22 is such that the first or initial push movement of the push rod impinges the abutment against the connector pin, thereby causing the switch lever to be swung on its pivot for closing the starter switch. The left end wall of the slot 26 in Figure 3 limits the movement of the lever to the necessary position for closing the starter switch, which position, as seen by dotted lines in Figure 4shows the rollers 3i out of vertical alinement with the pivot 25.

The location of the stationary contact member 33 also is instrumental in preventing the roller from being swung to a position perpendicular to the pivot 25. Therefore, as soon as the connector pin is disconnected, by suction due to the crank ing of the engine by the starter, from the push rod, the resiliency of the conductor blade 32 restores the lever to the position of Figure 3 where the roller is held against the wall of the housing through pressure of the resilient blade. I

The parts may accurately be adjusted to insure the proper sequence and synchronism in feeding the fuel supply and closing the starter switch, whereby the engine is cranked and supplied with fuel, and then the starter is automatically cut out by the action of the spring blade or resilient conductor 32.

30 I While I'have shown the device of my invention as operated by the foot pedal or'accelerator of the motor orengine, it will be apparent that the combination throttle and starter mechanism may with equal facility be operated by means of 35 the usual manual control mechanism of the throtthe mechanism.

My arrangement of parts whereby the starter control is combined with the throttle control is especially adapted for use with automotives employing "free wheeling devices, and especially at slow speed.

Thus, when the propelling mechanism for the automobile is disconnected from the engine, under free wheeling conditions, and the engine for any reason ceases to operate, as for lack of fuel, the fuel may be fed to the engine and the starter motor energized to start the engine with the single motion of the accelerator, after which the clutch may be engaged for the propulsion of the vehicle. It the car or automobile is traveling un-' der "tree-wheeling conditions; the driver desires to increase the speed of his" car for the purpose of passing another car, even though the motor had "died," by the use of the device of my invention the car may quickly be brought under the power of the engine, and thewehicle will pick up the required speed for passing the other car.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In a starting mechanism for internal com- 7 bustion engines, the combination with a. starting switch, of a switch operating lever having a hole therein and a suction chamber, a slidable push rod supported in the lever, and a connector pin mounted in the suction chamber under control of suction from the engine for co-actionwith said rod for operatively connectingthe rod with the lever.

2. In a starting mechanism for internal combustion engines, the combination ,with' a starting switch, of a perforated switch operating lever having a suction chamber therein, a slidable push rod mounted in. theperforated lever and pro- '9. In control apparatus vided with an abutment, and a connector pin mounted in the suction chamber for co-action,

operating lever provided with a hole therethrough,

a push rod passing through said hole in the lever, and means under control of suction from the engine ior operatively connecting the rod with the lever.

4. In a starting mechanism for internal combustion engines, the combination with a perforated switch operating lever, a push rod passing. loosely through the perforated lever, and a connector pin mounted in the lever and under control of suction from the engine 'for operatively connecting the rod and lever.

5. In control apparatus for internal combustion engines having a starting motor, a switch for controlling the operation of said starting motor, a switch-operating lever having a suction chamber formed therein, and an orifice, means for communicating suction of the engine to said suction chamber, a slidable pushrod extending through said orifice, and a coupling element positioned in said suction chamber whereby its position is controlled by the engine suction, said coupling element being adapted to operatively connect said rod with the switch-operating lever.

6. In a control apparatus for internal combustion engines having a starting motor. a switch for controlling the operation of said starting motor, a switch-operating lever having a suction chamber formed therein and an orifice, means for communicating suction of the engine to said suction chamber, a slidable push rod extending through the orifice and having a shoulder formed thereon, and a coupling element positioned in said suction chamber whereby its position is controlled by the engine suction, said coupling element being adapted to co-act with said shoulder in order to operatively connect said rod with the switch-operating lever.

7. In a starter control mechanism for internal combustion engines having a starting motor, a switch controlling the operation of said starting motor, a switch-operating lever, means for normally maintaining the lever ininoperative position, means for controlling the quantity of fuel "mixture, a member'operated by said last named tion, means for controlling the quantity of fuel mixture, a member'operated by said last named means, a push rod extending .i'rom said member to the switch-operating lever so as to directly en- .gage said lever, said rod being freely movable with respect to said lever when the latter is in its inoperative position and the engine is running and adapted tobe operatively connected to said lever and means controlled by the engine for operatively connecting saidpush rod with the switch-operating lever. for internal combustion engines having a starting motor, a switch for controlling the operation of said starting mo to: and having a housing, a switch-operating lever pivoted in the housing, an operating member for said lever, a push rod extending from said operating member to said lever so as to directly engage said lever, said push rod being supported by said lever, and adapted to be operatively connected to said lever to enable the operation ofsaid lever by said member, and means controlled by the engine for operatively connecting the push rod with said lever.

10. In a starting mechanism for internal combustion, engineshaving a starting motor, a switch therefor, a switch-operating lever having an orifice therein, a push rod passing loosely through said orifice and adapted to operate said lever, means under control of the engine for operatively connecting said push rod and the switchoperating lever, means for controlling the combustible mixture supplied to the engine, and means whereby said last named means operates said push rod.

11. In a starting mechanism for internal combustion engines having a starting motor, a switch therefor, a switch-operating lever having .an orifice therein, a push rod passing loosely through said orifice and adapted to operate said lever, a coupling member movably mounted in the lever for operatively connecting the push rod to said lever, means controlled by engine suction for operating said coupling member, means for controlling the quantity of combustible mixture supplied to the engine, and means whereby said last named means operates the push rod.

12. In a starting mechanism for internal combustion engines having a starting motor, a switch therefor, a switch-operating lever having an orifice therein, a push rod passing loosely through said'oriflce and adapted to operate said lever, means under control of the engine for operatively connecting said push rod and the switchoperating lever, means for controlling the combustible mixture supplied to the engine, and means whereby said last named means operates said push rod, and means operated by the engine for disabling the connection between the push rod and the switch operating lever when the engine begins to run under its own power.

13. In a starting mechanism for internal combustionengines having a starting motor, a switch therefor, a switch-operating lever having an orifice therein, a push rod passing loosely through said orifice and adapted to operate said lever, means under control of the engine for operatively connecting said push rod and the switch-operating lever, means for controlling the combustible mixture supplied to the engine, and means whereby said last named means operates said push rod, and means operated by engine suction for disabling the connection between the push rod and the switch operating lever when the engine begins to run under its own power.

DOUGLAS COLLINS. 

